Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/02—Valve drive
  • F01L1/024—Belt drive
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H7/00—Gearings for conveying rotary motion by endless flexible members
  • F16H7/08—Means for varying tension of belts, ropes, or chains
  • F16H7/0829—Means for varying tension of belts, ropes, or chains with vibration damping means
  • F16H7/0836—Means for varying tension of belts, ropes, or chains with vibration damping means of the fluid and restriction type, e.g. dashpot
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H7/00—Gearings for conveying rotary motion by endless flexible members
  • F16H7/08—Means for varying tension of belts, ropes, or chains
  • F16H2007/0802—Actuators for final output members
  • F16H2007/0806—Compression coil springs
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H7/00—Gearings for conveying rotary motion by endless flexible members
  • F16H7/08—Means for varying tension of belts, ropes, or chains
  • F16H2007/0802—Actuators for final output members
  • F16H2007/0812—Fluid pressure
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H7/00—Gearings for conveying rotary motion by endless flexible members
  • F16H7/08—Means for varying tension of belts, ropes, or chains
  • F16H2007/0802—Actuators for final output members
  • F16H2007/0823—Electric actuators
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H7/00—Gearings for conveying rotary motion by endless flexible members
  • F16H7/08—Means for varying tension of belts, ropes, or chains
  • F16H7/0848—Means for varying tension of belts, ropes, or chains with means for impeding reverse motion
  • F16H2007/0859—Check valves
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H7/00—Gearings for conveying rotary motion by endless flexible members
  • F16H7/08—Means for varying tension of belts, ropes, or chains
  • F16H2007/0863—Finally actuated members, e.g. constructional details thereof
  • F16H2007/0874—Two or more finally actuated members

Definitions

• the invention relates to a traction device arrangement, in particular for driving camshafts of an internal combustion engine, comprising a drive wheel, an output gear, a traction device and a first and a second tensioning rail.
• Camshafts of internal combustion engines are usually driven starting from the crankshaft by means of a traction means, such as a timing chain or timing belt, tensioners for tensioning the traction means being used to prevent, in particular, transverse vibrations.
• a traction means such as a timing chain or timing belt
• tensioners for tensioning the traction means being used to prevent, in particular, transverse vibrations.
• the two pivotable tensioning rails are connected to one another in a force-transmitting and motion-transmitting manner via the two coupled hydraulic pistons.
• the transmission of vibrations from one tensioning rail, for example excited by oscillating camshafts, to the other tensioning rail cannot be controlled.
• the symmetrical design of the tensioning device which requires a linear vibration system, favors the build-up of vibrations and thus the risk of damage or even destruction of the traction device arrangement.
• a further problem can possibly be air pockets in the hydraulic system of the pistons, which lead to an unknown spring system between the tensioning rails.
• the invention is therefore based on the object of providing a traction device arrangement mentioned at the outset which enables a defined and controlled application of tensioning force to the tensioning rails in order to effectively prevent undesirable transverse vibrations.
• the traction device arrangement should also be simple and inexpensive to build and manufacture, assemble and maintain.
• the object is achieved with the features of claim 1, wherein according to the underlying idea, a tensioning rail can be acted upon by means of a first tensioning device which is supported on the tensioning rail on the one hand and on the other hand externally at a fixed reference point, such as the internal combustion engine housing, and the first tensioning rail with the second The tensioning rail is connected to transmit force or movement.
• the vibration of a tensioning rail can be controlled in relation to a fixed external reference point and no undefined or undamped vibration transmission from one tensioning rail to the other can take place.
• the essential parameters of the traction device arrangement are determined and can be coordinated in a favorable manner.
• the vibrations of the camshaft drive and the load on the traction means are greatly reduced with the solution according to the invention.
• the traction device can be made much lighter and operational safety can be increased significantly.
• the actuation of the gas exchange valves of the internal combustion engine by the cams can be controlled better, with the consequence of more precise control times, so that the internal combustion engine can be operated more efficiently.
• the improved arrangement of the traction means on the camshaft side also has positive effects on the drive of the auxiliary units, such as water pump, air conditioning compressor, starter and / or generator, in that they can now also be carried out more easily or their operational reliability and service life are increased.
• the crankcase vibrations noise is reduced and the timing train runs smoother. The vibration reduction ultimately benefits the entire drive train, including the transmission.
• the tensioning rails are connected by means of a spring-damper device.
• the transmission of vibrations from one tensioning rail to the other tensioning rail is consequently sprung and / or damped, depending on the parameterization of the spring-damper device, with the spring and damper components being able to be coordinated to a large extent in accordance with the system requirements.
• the spring-damper device has a fixed characteristic curve, a particularly favorable characteristic curve being able to be determined by tests and / or calculation. Inexpensive standard components can be used.
• the spring damper device is adjustable. The characteristic curve of the spring-damper device can then, for example, be individually matched to the system during assembly and, if necessary, readjusted and adapted to changing boundary conditions after some time in operation.
• the tensioning rails are connected by means of a two-part articulation device, the first tensioning rail being assigned a first part of the articulation device and the second tensioning rail a second part of the articulation device.
• the two rigid parts of the joint arrangement can be moved relative to one another and thus the two tensioning rails can also be moved relative to one another in a defined manner. An intervention in the joint arrangement enables control of the movement.
• the second part of the joint device has two lever arms starting from a pivot point assigned to the second tensioning rail, a first lever arm being connected to the first part of the joint device and a second lever arm by means of a second Clamping device can be loaded with tension.
• the force applied by means of the second tensioning device acts via the second lever arm, the second part of the joint device is subjected to a rotary action.
• the first part of the joint device is pulled towards the second part of the joint device via the first lever arm, so that the traction means is tensioned.
• the second tensioning device is supported on the second lever arm on the one hand and on the other hand on the internal combustion engine side. In this way, the vibration of the second tensioning rail with respect to the internal combustion engine housing, which represents a fixed external reference point, can be controlled and the two tensioning rails cannot vibrate undefined or undamped.
• the axes of the lever arms are arranged at an angle to one another starting from the pivot point.
• the size of the angle depends on the construction and can be, for example, in the range from 100 ° to 130 °.
• first part of the articulation device essentially straight, one end being connected to the second part of the articulation device and the other end to the first tensioning rail to transmit force or movement.
• a straight configuration of the first part of the articulation device is appropriate from the point of view of a predominant tensile load, but a different configuration may also be preferred due to structural constraints.
• the first part of the joint device has two lever arms, starting from a pivot point assigned to the first tensioning rail, one lever arm with connected to the second part of the joint device and the other lever arm can be acted upon by the first clamping device.
• a further tensioning device can be omitted, so that the traction device arrangement as a whole consists of fewer parts.
• the size of the angle depends on the design, for example in the range from 120 ° to 140 ° and that the first part of the articulation device is essentially straight, one end being connected to the second part of the articulation device and the other end to the first tensioning rail in a force-transmitting or motion-transmitting manner.
• the two parts of the articulation device are connected to one another at an articulation point and the articulation point can be acted upon by a second tensioning device.
• This embodiment dispenses with a part of the joint device which is acted upon in a rotary manner and is therefore of a simpler kinematic design.
• the coordination of the clamping behavior is also easier.
• the second tensioning device is expediently supported on the articulation point on the one hand and on the other hand on the internal combustion engine side, so that a defined and controlled tension of the traction device is possible by reference to the fixed internal combustion engine housing.
• a second tensioning device which is supported on the first tensioning rail on the one hand and on the second tensioning rail on the other hand, is effective between the tensioning rails. Even if in this case a reference to a fixed external reference point is made only via the first tensioning device which is assigned to the first tensioning rail, a defined and controlled tensioning of the traction means can also be achieved via the second tensioning rail by means of the second tensioning device.
• the second tensioning device is connected directly to a tensioning rail, is arranged outside the tensioning rails and, on the other hand, is connected to the other tensioning rail by means of a connecting member.
• a connecting member For constructional reasons it is advisable to design the connecting member in the shape of a crescent.
• the tensioning device expediently comprises a hydraulically actuated piston, wherein the tensioning device can be supplied hydraulically with lubricating oil of the internal combustion engine.
• the tensioning device can be subjected to at least approximately constant pressure that does not fall below a predetermined minimum value, so that the traction means can be tensioned constantly with a predetermined minimum force.
• the tensioning device is included discrete or continuously varying pressure can be acted upon in a controlled manner, so that the tension of the traction means can be adapted to changing boundary conditions.
• the first tensioning device and / or the second tensioning device can be supplied with pressure medium via a check valve.
• a check valve In this way, at least one-sided decoupling from the pressure medium supply is achieved, so that, for example, both tensioning devices can be supplied with oil from the oil circuit of the internal combustion engine, but nevertheless vibrations of one tensioning rail have no negative influence on the other tensioning rail.
• the pressure medium acts on the first and / or the second tensioning rail in the tensioning direction, the check valve ensures that the tensioning pressure is maintained.
• first and the second tensioning rails have differently shaped guide areas, so that the traction device arrangement is not linear and the excitation or continuation of vibrations is avoided in the beginning.
• FIG. 1 shows a traction device arrangement with two tensioning rails and a tensioning device arranged between a tensioning rail and a fixed reference point, the tensioning rails being connected by means of a spring-damper device,
• Figure 2a shows a traction device arrangement with two tensioning rails and one between a tensioning rail and a fixed reference point arranged first clamping device, the clamping rails being connected by means of a two-part joint device and a second clamping device being arranged between the joint device and a fixed reference point,
• FIG. 2b shows a traction device arrangement with two tensioning rails and a first tensioning device arranged between a tensioning rail and a fixed reference point, the tensioning rails being connected by means of a two-part hinge device and a second tensioning device being arranged between the hinge device and a fixed reference point,
• FIG. 3 shows a traction device arrangement with two tensioning rails and a tensioning device arranged between a tensioning rail and a fixed reference point, the tensioning rails being connected by means of a two-part articulation device and the articulation device being acted upon by means of the tensioning device,
• FIG. 4 shows a traction device arrangement with two tensioning rails and a first tensioning device arranged between a tensioning rail and a fixed reference point, the tensioning rails being connected by means of a two-part articulation device and a second tensioning device being arranged between the articulation device and a fixed reference point,
• Figure 5a shows a traction device arrangement with two tensioning rails and one between a tensioning rail and a fixed reference point arranged first tensioning device and a second tensioning device and arranged between the tensioning rails
• Figure 5b shows a traction device arrangement with two tensioning rails and a first tensioning device arranged between a tensioning rail and a fixed reference point and a second tensioning device arranged between the tensioning rails.
• a traction device arrangement 100 with two tensioning rails 114, 116 connected by means of a spring-damper device 124 and a tensioning device 122 arranged between a tensioning rail 114 and a fixed reference point 128 is shown in FIG. 1.
• traction device arrangement 100 As the traction device arrangement 100 shown in FIG. 1. starting from the crankshaft 102 of a four-stroke reciprocating internal combustion engine (not shown here), the drive of camshafts 104, 106. One of the camshafts is used to control the intake valves, the other to control the exhaust valves. In the present case, a control chain 108 is provided for the transmission of force / movement, wherein a belt or some other traction means can also be provided instead of a chain.
• the camshafts 104, 106 rotate at half the speed relative to the crankshaft 102, so that a charge change and a compression cycle result when there are two crankshaft revolutions .
• the chain section 110 forms the empty run and the chain section 112 forms the load section, wherein the rotation can optionally also take place in the opposite direction, so that chain section 110 forms the load section and chain section 112 forms the empty run.
• Each of the chain sections 110, 112 is assigned a tensioning rail 114, 116 which is, for example, of rail-like design and also surrounds the chain 108 in a laterally guiding manner.
• the tensioning rails 114, 116 preferably consist of an oil- and heat-resistant, abrasion-resistant plastic with good sliding properties and are each pivotably connected at their one end 118, 120 facing the crankshaft to the housing 126 of the internal combustion engine, with pins seated on the internal combustion engine housing for the rotatable connection are provided.
• the respective other ends of the tensioning rails 114, 116 are connected to one another by means of a spring damper r device 124. Basically, the free ends of the tensioning rails 114, 116 can be pivoted in the same direction together and / or damped against each other.
• the tensioning rail 114 is assigned a tensioning device 122 which is supported on the internal combustion engine housing 126 as a fixed external reference point and by means of which a tensioning force can preferably be applied to the chain 108 hydraulically, mechanically, electromagnetically, electromotively or pneumatically via the tensioning rail 114.
• the tensioning device 122 comprises a hydraulic piston-cylinder arrangement, which is supplied with oil from the oil circuit of the internal combustion engine with the interposition of a check valve. As soon as an oil pressure is built up during operation of the internal combustion engine, the piston of the tensioning device 122 is acted upon and the tensioning rail 214 is actuated in the tensioning direction.
• the check valve prevents a reduction in pressure in the tensioning device 122, so that the tensioning force for the traction means 108 is based on the maximum oil pressure.
• the pressure in the tensioning device 122 is reduced only by leakage on the piston.
• a separate and / or regulated pressure supply to the tensioning device 122 can also be provided.
• the tensioning rails 114, 116 are acted upon by one another by means of the spring-damper device 124, so that the traction means 108 is tensioned. Vibrations of the traction device, in particular transverse vibrations, are spring-damped and damped in a controlled manner by means of the spring-damper device 124, undefined or undamped transmission of vibrations from one tensioning rail to the other is avoided.
• the vibration of the tensioning rail 114 can be checked with respect to the internal combustion engine housing as a fixed external reference point 126 and thus also that of the tensioning rail 116 via the kinematic coupling by means of the spring-damper device 124.
• the spring-damper device 124 has a fixed characteristic.
• the spring-damper device 124 can have a progressive spring characteristic so that the spring-related restoring force increases with increasing deflection of the spring.
• the spring-damper device 124 can also be a linear or have degressive characteristics.
• the spring-damper device 124 can be set, it being possible for the spring characteristic and / or the damping characteristic to be adjustable.
• FIG. 1 can also relate to the exemplary embodiments shown in the further figures, these parts of the description are also to be understood in conjunction with these further figures.
• FIG. 2a shows a traction device arrangement 200 of an internal combustion engine (not shown here in more detail) with two tensioning rails 214, 216 and a first tensioning device 222 arranged between a tensioning rail 214 and a fixed reference point 226, such as an internal combustion engine housing, the tensioning rails 214, 216 being formed by means of a two-part articulated device 230 are connected and a second clamping device 246 is arranged between the articulation device 230 and a fixed reference point 228, such as the internal combustion engine housing.
• a sectional view of the traction device arrangement 200 is shown in FIG. 2b.
• the two tensioning rails 214, 216 are pivotably articulated on an internal combustion engine housing, not shown here, but symbolized by means of fixed bearing symbols such as 228, with their ends facing the crankshaft 202.
• the two tensioning rails 214, 216 are connected by means of a two-part hinge device 230, the first part 232 being assigned to the hinge device 230 of the tensioning rail 214 and the second part 234 being assigned to the hinge device 230 of the tensioning rail 216.
• the first part 232 of the linkage device 230 is designed to transmit essentially tensile / compressive forces and is connected at one end 250 to the free end of the tensioning rail 214 in an articulated manner.
• the other end 248 of the first part 232 of the articulation device 230 is articulated to a second part 234 of the articulation device 230, which is assigned to the tensioning rail 216.
• the second part 234 of the articulation device 230 has two lever arms 242, 244 and is rotatable about a pivot point 236, which at the same time forms its attachment point at the free end of the tensioning rail 216.
• the lever arm 242 is connected in an articulated manner to the first part 232 of the articulation device 230
• the lever arm 244 is connected in an articulated manner to the second tensioning device 246, which is supported on the fastening point 228 of the tensioning rail 216.
• the two lever arms 242, 244 are arranged at an angle to one another, with an angle of less than 180 °, for example 100 ° to 130 °, being included facing the crankshaft 202.
• the clamping device 246 is arranged in a space-saving manner in this area.
• the transmission behavior of the kinematic connection formed with the articulated connection 230 can be influenced in particular by the configuration of the second part 234 of the articulated device 230.
• the length of the two lever arms 242, 244 is the same according to one exemplary embodiment.
• the lever arm 244 is longer than the lever arm 242, while in yet another exemplary embodiment the lever arm 242 is longer than the lever arm 244.
• the angle between the lever arms 242, 244 can also be equal to or even greater than 180 ° .
• the second biasing means 246 of the 'second part is pivoted 234 of the hinge means 230 about the fulcrum 236, whereby the lever arm 242 and the first part 232 of the hinge device 230, the slide rails 214, 216 are pulled toward each other and the traction means is tensioned 208 ,
• the tensioning rails 214, 216 are acted upon by one another, so that the traction means 208 can be tensioned. Vibrations of the traction mechanism, in particular transverse vibrations, are spring-loaded and damped in a controlled manner by means of the second tensioning device 246, an undefined or undamped transmission of vibrations from one tensioning rail to the other is avoided.
• the vibration of the tensioning rail 214 can be checked with respect to the internal combustion engine housing as a fixed external reference point 226 and thus also that of the tensioning rail 216 via the kinematic coupling by means of the articulation device 230.
• the tensioning devices 222, 246 each comprise a hydraulic piston-cylinder arrangement, which is supplied with oil from the oil circuit of the internal combustion engine with the interposition of a check valve.
• the pistons of the tensioning devices 222, 246 are acted upon and the tensioning rails 214, 216 are actuated in the tensioning direction.
• the check valves prevent pressure reduction in the tensioning devices 222, 246, so that the tensioning force for the traction means 208 is based on the maximum oil pressure.
• the pressure in the tensioning devices 222, 246 is reduced only by leakage at the pistons.
• the tensioning devices 222, 246 are decoupled from one another on the actuation side by the check valves.
• a separate and / or regulated pressure supply to the tensioning devices 222, 246 can also be provided.
• the two tensioning rails 314, 316 are pivotally articulated on an internal combustion engine housing, not shown here, but symbolized by means of fixed bearing symbols, such as 326, with their ends facing the crankshaft 302.
• the two tensioning rails 314, 316 are connected by means of a two-part hinge device 330, the first part 332 being assigned to the hinge device 330 of the tensioning rail 314 and the second part 334 of the hinge device 330 being assigned to the tensioning rail 316.
• the second part 334 of the articulation device 330 is designed to transmit essentially tensile / compressive forces and is articulated at one end 350 to the free end of the tensioning rail 316.
• the other end 348 of the second part 334 of the articulation device 330 is articulated to a first part 332 of the articulation device 330, which is assigned to the tensioning rail 314.
• the first part 332 of the articulation device 330 has two lever arms 342, 344 and is rotatable about a pivot point 336, which at the same time forms its attachment point at the free end of the tensioning rail 314.
• the lever arm 342 is articulated with the second part 334 of the Joint device 330 connected, on the lever arm 344 acts the clamping device 322, which is supported on the internal combustion engine side (328).
• the two lever arms 342, 344 are arranged at an angle to one another, with the crankshaft 302 facing away from the inside of the lever, an angle of less than 180 °, for example 120 ° to 140 °, being included.
• the clamping device 322 is arranged on the outside of the lever.
• the transmission behavior of the kinematic connection formed with the articulated connection 330 can be influenced in particular by the configuration of the first part 332 of the articulated device 330.
• the length of the two lever arms 342, 344 is the same according to one exemplary embodiment.
• the lever arm 344 is longer than the lever arm 342, while in yet another exemplary embodiment the lever arm 342 is longer than the lever arm 344.
• the angle between the lever arms 342, 344 can also be equal to or even greater than 180 °
• the contact area on the lever arm 344 for the clamping device 322 has a curved surface. When moving, a sliding movement can take place between lever arm 344 and tensioning device 322.
• the tensioning device 322 When the tensioning device 322 is applied, the first part 332 of the articulation device 330 is pivoted about the pivot point 336, the tensioning rails 314, 316 being pulled towards one another via the lever arm 342 and the second part 332 of the articulation device 330 and the traction means 308 being tensioned.
• the tensioning rails 314, 316 are subjected to force towards one another, so that the traction means 308 can be tensioned. Vibrations of the traction device, in particular transverse vibrations, are spring-loaded and damped in a controlled manner by means of the tensioning device 322 compensated, an undefined or undamped vibration transmission from one tensioning rail to the other is avoided.
• the tensioning rail 314 can be tensioned with reference to the internal combustion engine housing as a fixed external reference point 328 by means of the single tensioning device 322.
• the tensioning rail 316 also has a reference to the internal combustion engine housing serving as a fixed reference point.
• the vibration of the tensioning rail 314 can be controlled in a defined manner and thus also that of the tensioning rail 316 via the kinematic coupling by means of the articulation device 330.
• the tensioning device 322 comprises a hydraulic piston-cylinder arrangement, which is supplied with oil from the oil circuit of the internal combustion engine with the interposition of a check valve 352.
• a check valve 352 prevents a pressure reduction in the tensioning device 322, so that the tensioning force for the traction means 308 is based on the maximum oil pressure.
• the pressure in the tensioning device 322 is reduced only by leakage on the piston.
• a separate and / or regulated pressure supply to the tensioning device 322 can also be provided.
• FIG. 4 shows a traction device arrangement 400 of an internal combustion engine (not shown in more detail here) with two tensioning rails 414, 416 and a first tensioning device 422 arranged between a tensioning rail 414 and a fixed reference point 428, such as an internal combustion engine housing, the tensioning rails 414, 416 using a two-part articulated device 430 are connected and between the hinge device 430 and a fixed reference point 426, such as one Internal combustion engine housing, a second tensioning device 446 is arranged.
• an internal combustion engine not shown in more detail here
• the two tensioning rails 414, 416 are pivotably articulated on an internal combustion engine housing, not shown here, but symbolized by means of fixed bearing symbols, such as 429, with their ends facing the crankshaft 402.
• the two tensioning rails 414, 416 are connected by means of a two-part hinge device 430, the first part 432 being associated with the hinge device 430 of the tensioning rail 414 and the second part 434 being associated with the hinge device 430 of the tensioning rail 416.
• the two parts 432, 434 of the articulation device 430 are designed to transmit essentially tensile / compressive forces and are each articulated at one end 450, 452 to the free ends of the tensioning rails 414, 416.
• the other ends of the two parts 432, 434 of the joint device 430 are connected to one another in an articulated manner.
• the second clamping device 446 engages, which on the other hand is supported by the engine (426).
• the articulation device 430 is acted upon by the second tensioning device 446, the tensioning rails 414, 416 are pulled towards one another and the traction means 408 is tensioned.
• the tensioning rails 414, 416 are acted upon with respect to one another, so that the traction means 408 can be tensioned. Vibrations of the traction device, in particular transverse vibrations, are controlled and damped in a controlled manner by means of the second tensioning device 446 compensated, an undefined or undamped vibration transmission from one tensioning rail to the other is avoided.
• the vibration of the tensioning rail 414 can be controlled with respect to the internal combustion engine housing as a fixed external reference point 428 and thus also that of the tensioning rail 416 via the kinematic coupling by means of the articulation device 430.
• the tensioning devices 422, 446 each comprise a hydraulic piston-cylinder arrangement, which are supplied with oil from the oil circuit of the internal combustion engine with the interposition of check valves 454, 456.
• the check valves 454, 456 prevent pressure reduction in the tensioning devices 422, 446, so that the tensioning force for the traction means 408 is based on the maximum oil pressure.
• the pressure in the tensioning devices 422, 446 is reduced only by leakage at the pistons.
• the tensioning devices 422, 446 are decoupled from one another on the actuation side by the check valves.
• a separate and / or regulated pressure supply to the tensioning devices 422, 446 can also be provided.
• FIG. 5a shows A traction device arrangement 500 with two tensioning rails 514, 516 and a first tensioning device 522 arranged between a tensioning rail 514 and a fixed reference point 528, such as an internal combustion engine housing, and a second tensioning device 546 arranged between the tensioning rails 514, 516
• FIG. 5b shows the traction device arrangement 500 in section.
• the two tensioning rails 514, 516 are pivotally articulated on an internal combustion engine housing (not shown here, but symbolized by means of fixed bearing symbols, such as 526) with their ends facing the crankshaft (in the figure: lower).
• the tensioning rail 514 is assigned a tensioning device 522, which is supported on the internal combustion engine side (528) as a fixed external reference point, by means of which a tensioning force can be applied to the traction means 508 via the tensioning rail 514.
• the second tensioning device 546 which is supported on the first tensioning rail 514 on the one hand and on the second tensioning rail 516 on the other hand, is effective between the tensioning rails 514, 516.
• the second tensioning device 546 is directly connected to the tensioning rail 516 and articulated to the tensioning rail 514 by means of a connecting member 530.
• the link 530 is crescent-shaped with a curved and a straight section.
• the end of the bent section is articulated at a connection point 550 to the free end of the tensioning rail 514.
• the first tensioning device 522 also acts at the connection point 550.
• the end 552 of the straight section is articulated to one end of the second tensioning device 546, the other end of which is articulated on the tensioning rail 516.
• the tensioning rails 514, 516 are acted upon with respect to one another, so that the traction means 508 is tensioned. Vibrations of the traction device, in particular transverse vibrations, are spring-loaded and damped in a controlled manner by means of the second tensioning device 546, an undefined or undamped vibration transmission from one tensioning rail to the other is avoided.
• the tensioning rail 514 can be tensioned with reference to the internal combustion engine housing as a fixed external reference point 528 by means of the tensioning device 522.
• the tensioning rail 516 also has a reference to the internal combustion engine housing, which serves as a fixed reference point. The vibration of the tensioning rail 514 can be controlled in a defined manner and thus also that of the tensioning rail 516 via the kinematic coupling by means of the connecting member 330.
• the tensioning devices 522, 546 each comprise a hydraulic piston-cylinder arrangement, which is supplied with oil from the oil circuit of the internal combustion engine with the interposition of a check valve.
• the pistons of the tensioning devices 522, 546 are acted upon and the tensioning rails 514, 516 are actuated in the tensioning direction.
• the check valves prevent pressure reduction in the tensioning devices 522, 546, so that the tensioning force for the traction means 508 is based on the maximum oil pressure.
• the pressure in the tensioning devices 522, 546 is reduced only by leakage at the pistons.
• the check devices 522, 546 are decoupled from one another on the actuation side by the check valves.
• a separate and / or regulated pressure supply to the tensioning devices 522, 546 can also be provided.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
• Valve Device For Special Equipments (AREA)

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• 2004
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• 2006
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